Means for creating uniform temperature conditions in small spaces



Sept. 8, 1936- R. P. cLARKsoN MEANS FOR CREATING UNIFORM TEMPERATURE CONDITIONS IN SMALL'SPAGES Filed Dec. 8, 1932 2 Sheets-Sheet 1 Sept. 8, 1936. R. P.- cLARKsoN MEANS FOR CREATING UNIFORM TEMPERATURE CONDITIONS IN SMALL SPACES 2 Sheets-Sheet 2 Filed Dec. 8, 1952 www,

Patented Sept. 8, 1936- v l l UNITED STATES PATENT oFFlcE MEANS FOR CREATING' UNIFOM TEMPER- ATUBE CONDITIONS IN SMALL SPACES y Ralph P. Clarkson, Williamsport, Pa., assignor to J. H. McCormick t Co., Williamsport, Pa., a corporation o! lcnnsylvax'iia'l Applicatie December s, 1932. serial No. 646,243

4 claims. (ci. ais-1d) This invention relates to means and methods movement, much higher tempera-ture and higher for creating uniform temperature conditions in relative humidity are perfectly comfortable and small spaces, more particularly in railroad and give less shock to the system in passing into and similar cars and busses, by means of self-confrom conditioned areas.v

a tained apparatus of the cabinet or unit type The present invention provides not onlya comli equipped with air distributing means. plete air conditioning unit adapted for healthI An object of the invention is to distribute and comfort in medium spaces such as railway conditioned air into an enclosure or space from coaches, diners, and other cars, but suitable for one end thereof without distribution ducts, and stores, lodge rooms, restaurants, halls and lob- 10 to provide that the temperature and humidity bles, permittingA complete all year conditioning l0 conditions of air within the space shall be uniof the space, regardless of the requirements of form throughout the space. adjacent spaces, and particularly permits the Another object of the invention is to combine highly essential uniform air distribution Within air distribution, ventilation, cleaning, tempering, the space from one end thereof without the use l5 humidiication, and dehumidifying functions in of distributing ducts. Proper distribution is of l5` self-contained cabinet or unit form for all year maximum importance. No conditioning unit is around operation. a complete unit' or satisfactory for even the Indoor comfort requires not only that the temsmallest type of enclosures unless it provides for perature of the air be regulated and a constant uniform distribution of the air and turbulence supplyvof fresh air introduced but also it is esor air agitation throughout the space (l) in the 20 sential that the air introduced into an enclosure interests of economy, to prevent stratification of at any point be properly distributed to all parts heat layers from floor to ceiling (2) to prevent thereof with sufficient turbulence to prevent unequal zones of temperature throughout the stratification, thus avoiding wide differences in living space with occupants near the discharge temperature between floor and ceiling and becold and those far from the discharge hot or 25 tween parts of the enclosure near the air source vice versa, depending upon whether cooling or and those parts removed therefrom. It is i'urheating operation is being performed, (3) to rether'essential to distribute the air supplied withnew the layer of air around and in contact with. out drafts i. e., objectionable air movement in the bodyie) to stimulate the skin, and (5) to 3o one directionacross thebody. At all times outpermit maximum comfort without the shock at- 30 door air, in most localities on land, needs tovbe tendant upon great temperature contrast with cleanedto remove soot and dirt particles, and the outside conditions. l recirculated air requires similar ltering because In many present buildings no provision for a of constant indoor manufacture of dirt and dust. central conditioning system is provided; in many as by wearing olf particles of rugs and carpets, others the nature of work in various partsl of 35 and the carrying in of dirt and dust on persons the building necessitates different regulation; in and objects. still others it would be unsafe to transfer air In winterit is essential, in colder climates, to from one space (RS a Contagious Ward i 8. hOS- make up for the low moisture content of the air pital) to another, while in railway cars there is 40 and the absorption of moisture by Walls, furnlalmost no space available or the car must be torn 40 ture, rugs, etc. apart at prohibitive cost to secure space. It is Dry. heated air is injurious to material, to for these spaces as Well as for general pu poses, equipment and to the human tissues, because it that the conditioning units, according to tv s inabsorbs moisture from all matter that it comes vention, are peculiarly adapted and have roved in contact with. The human tissues dry out, becommercially acceptable. l 45 come irritated Aand inflamed with possible infec' According to another feature of the invention, tion or other trouble, while material such as texa unit conditioning cabinet according to this intiles, fabrics or rugs, become brittle, the ends of vention combines the functions of drawing a dethe libres break off, form dirt, iloat in the air \slred proportion of fresh or outside airl into a 5o and irritate the membrane of nose and throat space, preferably mixing Withxrecirculated air' 50 still more. drawn from the space, cleaning the air drawn It is obvious that humidity conditions must into theunit, tempering it by either heating or be adjusted for the purpose desired. Except for cooling, and if heated, adding moisture to the industrial processes that purpose is usually the air or, by cooling part or al1 of the air below the health and comfort of the individual. With air dew point, removing moisture from the air, and 55 then properly and effectively distributing the air throughout the space served, without the expense ,of distributing ducts. This necessitates lhigh velocity discharge from the unit to reach distant points.

In order to provide high velocity without creating drafts in the living zones, the upper part of the space must be utilized for distribution, the gentle return air flow passing through the living space, and such air as breaks down into the living space through turbulence must not create drafts. This, in small spaces, necessitates breaking the discharge from the unit into a plurality of directionally controlled streams, causing these streams of air to whirl or rotate, in orderthat the room air may mix with and gradually absorb the dynamic energy of the streams, breaking down the forward motion as by the braking effect of the mass of room air, and creating a mixed turbulence of all the air, particularly above the breathing zone, in order to get uniform temperature conditions throughout the space. In many instances, as inl railroad cars, a difference in temperature as high as 30 between oor and ceiling existing before installation of one of these units has been reduced to 1 or 2, even between the floor at either end of the car and the ceiling at the opposite end.

A preferred embodiment of my invention comprises a railroad unit, for example, having a denitely proportioned fresh air intake from the roof `or side ventilators; a recirculation intake above the living zone, preferably with specially calculated openings of a size to properly proportion fresh and recirculated air; a series of removable and easily cleaned air filters for taking dirt, dust, and soot from the air; a controlled humidier where moisture may be added to the air in winter, or even in summer in arid sections, and a further degree of cleaning effected even to the extent of partially removing fumes and odors by absorption as in an air washer; an air circulating fan; and a plurality of adjustable, directional discharge nozzles which impart a whirling motion to the discharged streams of air to give greater agitation in the room and to hold each stream of air together for directional effect, somewhat as a smoke ring is held together by its whirling action.

With the foregoing and other objects in view, as will be apparent as the description proceeds, my invention resides in the combination and arrangement of parts, in the details of construction, and in the application of known laws to produce a new result, as described in this specifcation and particularly pointed out in the appended claims, it being understood that changes may be made in the ,particular embodiment of my invention within the scope of what is claimed without departing from the spirit of the invention. I intend no limitations other than those of the claims.

The invention will noW- be described with reference tothe drawings.

Fig. 1 is a vertical sectional view of an air conditioning unit made according to this invention, said View taken substantially in the central longitudinal plane of said unit;

Fig. 2 is a horizontal sectional view taken as on the line 2 2 of Fig. l and looking in the direction of the arrows;

Fig. 3 is an elevational view of the rear end of the unit;

Fig. 4 is a diagrammatic layout of piping and control apparatus associated with this unit;

Fig. 5 is a diagrammatic view of the end of a railway car in which this unit has been installed;

Fig. 6 is a diagrammatic view in substantial side elevation of the railway car lshown in Fig. 5 to additionally show the position of said unit in said car;

Fig. '7 is a diagram representing substantially in horizontal section the car and unit shown in Fig. 6;

Fig. 8 is a detail view partly in section of the upper half portion of a railway car in which the unit has been installed;

Fig. 9 is a perspective view with a portion broken away illustrating one of the air discharge nozzles and its associated cluster of air deflecting vanes;

Fig. 10 is a vertical sectional view taken as on the line Ill-I0 of Fig. 1 and looking in the direction of the arrows; and

Fig. 11 is a detail and fragmentary horizontal section somewhat similar to Fig. 2 but illustrating an alternative arrangement of air filters.

Similar reference characters refer to similar parts throughout the drawings.

Referring now to Figs. 1, 2 and 3 of the drawings, a flat sheet metal cabinet I has supported therein a fan housing 6 which has upper and lower orifice intake rings 4, 4, through which air is drawn into the housing by a fan 1 and centrifugally discharged therefrom through a transformation 3 and a plurality of circular cross-section nozzles 32, 32, within each of which is an adjustable cluster 'of stationary vanes 2, such as specifically described and claimed in another copending application Serial No. 629,943 filed August 22, 1932, adapted to be adjusted to direct the air flow from the nozzle and further to induce a spiral or whirling discharge from the nozzle. A canvas or similar connection I5 is made between the transformation 3 and the outer housing 38 of the nozzle assembly.

That is to say the nozzles 32 may be flxedly mounted in a wall of the cabinet and are closely adjacent each other as seen in Fig. 8, each nozzle being substantially cylindrical in shape, and in each nozzle is disposed a readily removable cluster of air deecting vanes mounted substantially radially upon a rod-like hub as seen ln Fig. 9. These vanes are flexible or resilient, being made of very thin metal, and are each of a radial extent slightly greater than the radius of the nozzle in which the cluster is placed. Further, each vane is substantially of triangular contour so that only a small portion thereof (the tip) will engage the inner surface of the nozzle.

Therefore, in inserting a vane cluster, the cluster is given a clockwise or counter-clockwise twist, as desired, causing the tip portion of the vanes to flex in a direction in accordance with said twist, and the flex thus given the vanes causes the air stream issuing from that nozzle to be deflected or to have a circular or rotational movement in accordance with the direction of said flex. It has been found that by having each pair of adjacent nozzles contain clusters of vanes having opposite flexing, the rotations of two adjacent air streams will be opposite in direction, resulting in a positive cooperation of said streams by which they will travel forwardly from the nozzles to a greater extent than if they were of the same rotation. This cooperation may be likened toa gearing together of the adjacent streams as contradistinguished to'a bucking or interference at the tangential portions of the streams, and results also in a more thorough mixing of the issuing streams with the air of the room, as well as ran air discharge devoid of positive and objectionable drafts notwithstanding the high velocity of the discharge.

By having the vanes of a cluster triangularly shaped, a very small portion (tip) .of the vanes frictionally engage the inner surface of the nozzle but this is suiilclent to hold the cluster.y Hence, each cluster is adjustable within its nozzle due to this small frictional engagement, wherefore the cluster may be shifted or tilted in a nozzle to cause the hub to assume one of several transverse positions with respect to the axis of the nozzle. This results in a variation of the' lineal discharge of the issuing air streamwhich sometimes -is found of advantage, as for instance to cause the issuing stream to avoid a pillar or other constructional or existing object in the general line of air discharge from the cabinet.

Supported in a. vertical position by the cabinet I is a motor I0 held by depend-ent ngers 30 which are sound insulated preferably by cork or similar strips 3I to avoid transmission of vibration from the motor assembly 'to the thin'sheets of the cabinet I. Normally, the thin metal sheets of the cabinet are sprayed with body deadener mate-- rial as well known in the automobile art. A collar 45, preferably insulated from the cabinet, surrounds the motor I0 and seals an opening in the top of the cabinet vthrough which the motor, in this instance, passes. The vertical shaft 9 of motor I8 projects into fan housing 6 to receive a hub 8 of a horizontally revolving fan 1 which may be of any type. Directly below fan housing 6 in the floor' of cabinet I is provided an access plate or door through which fan 1 may be removed, or any repairs or adjustments made to the assembly.

Within the cabinet I, housing 6 and extending across cabinet I is a plurality of ,-lter screens II slidably -removable through the floor of cabinet I, the lters operating up and down in channel guides I la, as more clearly shown in Fig. 2. When forced upwards so that a lower plate lI Ib closes the withdrawal opening in the cabinet oor, the individual lter I I is held in position preferably by a spring clip 46, or other Thems.

In an alternative construction, 'as illustrated in Fig. 1,1, if it is desired to lter only the outside air, for example, or other air taken in through side inlets I6, I6, filter screens I'I may be placed in a. similar way simply across the fresh air intake passages 41, 41, b ehind .the radiator I2 and not, as in Fig. 2, up forward of the radiator I2.

In the preferred embodiment illustrated in Fig.

1 behind screensl I is located a heat exchange device, preferably a fin-type or extended surface.

radiator I2 of large'surface compared with its physical bulk, such as shown, forexarnple, in my Patent No. 1,886,645 dated November 8, 1932, provided with a top header tapped as at 36, f or example, and a lower header with a pipe connection as at 31. Preferably, for safe handling in trans--4 line. By this means condensation accumulated on radiator I2 when cooling air below the dewpreferably behind fan point, may drop to the drain pan I9 and run olf rapidly from lip 20 to some discharge means which 4may be readily provided above the ceiling panel 34 of the car (Fig. 8), and there will be no accumulation of liquid to spill over with the swaying and jolting of the train.

Behind radiator I2 at the rear end of cabinet I, preferably at each side of the cabinet, are provided fresh air intake openings I6, I6, to which may be attached lead-in ducts 21 (Fig. 8) from car ventilators or openings 33. Within the cabinet are -baliles 2| and 22 (Figs. 3, 2 and 11) which separate the incoming fresh air admitted through inlets I6 from recirculated'air admitted up through grille 65 through the open rear end of the cabinet. Between baflles 2| and 22 is located a humidier comprising a plurality .of absorbent wicks I3, I3, hung vertically with spaces between for the passage of the Warm recirculated air over the wicks.

A steam or water supply header 23 is supported by springs I4 from the top of the cabinet, and a plurality of 'branch pipes 10, 10 extend horizontally from said header, one branch ,pipe

upper extremities by means of which the wicks Acan be slipped readily onto or off of said branch pipes, and the lower ends of the wicks are disposed within a run-off pan I1 which empties into the drain pan I9. The specific construction of said header, said wicks, said branch pipes and the support therefor forms no part of this invention.

The humidity supply, whether'steam or water,

enters through pipe 24a, passes through a valve 24 controlled by the humidity responsive elementl 25, and passes to the header 23. The

entire humidity control is mounted on aframev 2,6 preferably mounted on the baille plate 22 so as tobe in the recirculated air intake. Below the humidity control, to provide for leaks, is a drip pan I8 draining by lip I8a into pan I1 and thence to pan I9 where discharge may be made as previously described.

Turning now'to Figs. 4 to 8 illustratingthe installation of a unit in a railroad car, it will be observed that rthe, entire cabinet is within the clerestoryspace 'above the living zone and adja cent the roof 28, motor I8 extending up between the carlines. The normal ceiling panel may be dropped to a, position indicated at 34 and nozzles 32 extended through a bulkhead or front panel 29, relatively positioned as indicated by the line A of Fig. .1. In Fig. 8 this vbulkhead or `panel 29 is shown torn away at the top to reveal the cabinet ,I up against the roof carlines with motor Il) extending there-between. A moulding 35 across the front'of the panel coextends with the side moulding -of the car', especially where the panel 29 is an addition and Anot already provided as by some present partition across the clerestory space. l

In a divided car. such as illustrated herewith, having passenger space 66 and another space 61, it may be desirable to condition space 61 also' or, ifspace 61 is a kitchen, it may be desirable to better condition the corridor 48. Either l or both may be accomplished by the placing of is already present, and providing an exhaust fan,

as at 68, thus increasing the existing flow due to excess pressure in the car.

For cooling operation, using ice, preferably an ice bunker 4I) is suspended below the car, either by removal of a present supply box or in space otherwise provided, and a suitable pump 4|, electrically driven from the car supply, mounted adjacent the ice bunker and connected to the sump of bunker 40. A supply riser 42, preferably insulated and of ample capacity, connects the pump discharge with the bottom connection 31 of radiator I2 and a return 43, also insulated, passes downwardly to a series of sprays or openings 49 which spray the return water over the ice stored in bunker 40, melting the ice and cooling the water which passes to the sump and provides a supply for pump 4|. Preferably pump 4| is as low as the sump to present a continual 'of the train.

drowned condition and avoid the need of priming. An overflow 50 may be provided to maintain a water level in the bunker 40 and prevent water spillage over the door sills. A drain pipe 44 is also vprovided to discharge any flow from the unit into the drain installed over the ceiling panel.

In the discharge line 42 from pump 4I is preferably positioned a check valve 53 to avoid water flowing back through the pump and out of overflow 50, when the pump is stopped, as

by the thermostatic control 52. This tl'iermostat` 52 is preferably positioned in the passenger space 66 on a side wall, for example, near the longitudinal center and at eye-height from thefloor, represented by the dash line B, Fig. 4. The thermostat 52, either direct acting or through the usual relay, opens the circuit from the voltage supply 5I to pump 4| whenever the temperaturel in space 66 falls to a predetermined setting.

Heating supply may be from the steam line 59 This is normally at a relatively high pressure and therefore is passed through a vapor regulator 6I in the great majority of cars to reduce the pressure and for other reasons connected with car installations. For our purpose, steam supply at reduced pressure, even vapor pressure, passes from the regulator 6| preferably by way of an existing steam line 62 to the water return line 43 and thence to the upper header at 36, condensate returning by way of the water riser 42 to an existing steam return pipe 63 back to the regulator 6|, which acts also as a return line trap. A separate drip trap may be preferred. When .an extremely high steam pressure exists, then radiator I2 is used strictly for cooling, and a substantial duplicate of said radiator installed for heating only.

Thus, it is apparent that while cold water supply is to the bottom of the radiator and iiows upwardly through the core, returning at a higher temperature from the top header to the sprays, steam for heating passes in the reverse direction entering at the top header and passingv downwardly as it condenses, and returning to the trap from the bottom header. In the steam return line |53 is preferably placed a check valvel 54 to lavoid steam exhausted from other connected heating. equipment, such as a steam jacketed water heater 64, backing up through the return line 63. r

In order to close the cold water lines when heating operation is employed, valves 55 and 56 are located in the water return and supply lines respectively, just below the steam line connections. Also, to close oil the steam lines during cooling operation. valves 51 and 60 are placed in "located in the steam supply line and preferably extending through the floor of the car at some convenient point where it may be manually or thermostatically actuated to control the temperature of the car. Thus, it is apparent that during cooling operation temperature is elec-- trically controlled by a thermostat 52 and during heating operation temperature may be controlled by a valve 60. A further method of control comprises a definite setting of the supply valve 60 for maximum steam and adjustment of return line valve 51 to control the rate of flow of the condensate.

Aside from the automatic control of humidity by the responsive element 25, a valve 58 is provided in line 24a, preferably between the header 23 and the steam supply pipe, to enable the humidifier to be shut oif.

The operation of the unit may be briey set forth as follows:

In summer months or whenever cooling is desired, no steam is required and steam line valves 51 and 60 may be closed, Water shut-01T valves 55 and 56 being opened. A charge of ice, preferably broken into cakes of 25 to 50 pounds, is loaded into the ice bunker 4U, a few gallons of water are put into the bunker and the service switches are closed. If the space temperature is above the setting of car thermostat 52, the pump motor circuit is then complete and the pump will draw the Water from the bunker 40, force it up through the heat absorption radiator I2, the flow from bottom to top causing an even distribution through the various water passages to the top header, and the water then flows back to the sprays 49 where it is spread over the ice, is cooled and returns to the sump. This cycle continues until the car temperature falls below the setting of thermostat 52 and the latter opens the pump circuit and the pump stops. The water ceases to flow, except for such water as may drop through gravity and pass out the sprays. Check valve 53 prevents all of the water of the system flowing back through the purnp, raising the water level in the sump and wasting through the overflow 50.

When the service switches are thrown, current is also supplied to fan motor I0 and the fan 1 starts to revolve, quickly coming up to speed and drawing fresh air in through side ventilators 33, ducts 21, and cabinet intakes I6. Recirculation air is withdrawn from the living space up through grille 65, through the rear end of cabinet over the humidifier wicks I3 which in most instances are dry, valve 58 being shut. The proportions of fresh and recirculated air are determined by the size of the inlet openings and the-proportioning of the suction area by baffles 2| and 22. Normally these proportions give 25% of outdoor air and 75% of air withdrawn from the living space. The air mixes somewhat in passing through radiator I2 in contact with the cold tubes, core and fins, mixes still further in the space between radiator I2 and filter screens l, and is filtered of dirt, dust, cinders, and suspended matter in passing through the's'cieens I I. The air then passes into the fan housing B through the upper and lower orifice rings' 4, 4, drawn by the positive intake action of fan 'I. By centrifugal action the air is forced out of housing 6 through the transformation 3 and the canvas. boot I5 to the nozzle v assembly 38 and out of the individual nozzles 32,

the various whirl clusters being positioned to ultra-dry air passing over the wicks I3.

fantasiasl properly direct the issuing whirling air streams. The distribution throughout the length of the .car is indicated in Figs. 6 and 7 by the arrows,

vand crevices and preventing inltration of dust at these points.

As before stated, ifwan exhaust fan 68 is pro- I vided for the compartment 6'I, and an opening or grille as at 39, the action of this fan combined with the slight positive pressure within the car, will cause a iiow of some of the return'air down through the corridor 48, through opening 39 and throughout the compartment 61.

In arid sections humidity may be added to the This may be done by opening valve 58, permitting a flow of the return water through pipe 24a and header 23 down over the stretched absorbent material of the wicks I3. Not only will this add moisture to the air, but also by evaporative cooling action, will aid in temperature reduction, la drop of slightly over 8 F., dry bulb temperature, being possible when 1 grain of moisture isab- `sorbed per cubic foot of air.

As shown in the modification of Fig. 11, simply the air drawn through opening I 6 may be filtered, if desired.

In heating operation, as in winter, valves 55 ..tubes, and core. The intake air, passing over the heat transfer surface, absorbs heat andcauses condensation of the steam, the condensate passing out through valve 51 and pipe 63 andthe drip trap. Regulation of valve 60, manually or otherwise by any well known means, will determine the amount of steam supplied and regulate the heating eiect. When humidity is desired, valve 58 may be opened and steam admitted to the header 23 and into the space occupied by the wick assembly, condensate saturating the wicks I3 over which the air passes and picks up the moisture.

Necessary cleaning of filters II may be conveniently accomplished from time to time by slidably removing them through the oor ofthe cabinet and brushing them off or passing a vacuum cleaner over them to extract the dirt.

It will be apparent to those skilled in the art to which this invention appertains', that on cooling operation, if the temperature of the radiator I2 is maintained low Aenough to cool the air vbelow the dew point, dehumidification will take place, the amount of moisture abstracted being dependent, among other things, on how far `below the dew point the air temperature is lowered. With a given requirement for fresh air for ventilation purposes, lthe required dehumidiiicationV by spacing of tubes and fins or the area of cells in a cellular core, together with adjustment of the thickness of core in the direction of air flow, that the proportion of air which contacts thens and other transfer surface may be whatever proportion of the total air as may be necessary to reduce the humidity tothe desired point and yet permit a discharge temperature from the nozzles suiliciently high to avoid any cold currents within the living space. In other words," some currents of air pass directly through the radiator with no cooling, except by contact with cold currents of air. Other portions of air contact heat transfer surfaces for a short period and others for a longer period. Suiiicient moisture may be abtracted from a portion of the air so that when mixed with the remainder, the humidity requirements are met but the temperature is not too low, the various air temperatures averaging lup to the desired output temperature. It is apparent that such a mixed discharge will not be saturated, as is always the result of reducing all air below the dew point and then dischargingat the lower temperature. While the total moisture carried into the car in both cases may be the same, the objectionable clamminess of cold, saturated air is avoided and, as before stated, the possibility of cold currents of air is eliminated. I have found that cooling of a car to a uniform temperature throughout of 72 may be accomplished.- satisfactorily with nozzle discharge temperatures as high as 60, and the distribution which is given by the method herein described.

It will be observed that my invention is not limited to the specific constructions illustrated, although I have endeavored to set forth the best mode `of embodying the same known to me, but that other and eqivalent devices may be employed within the limits of the appended claims.

What I claim is: 1

1. In a system for air distribution means for suitably conditioning air for supply to a space; and means for discharging the conditioned air into said spa/ce in a plurality of adjacent cooperating streams having opposite rotating motion, said discharge means comprising a plurality of,

' nozzles each provided `internally with air deflecting vanes, the inclination of thel vanes of two -adjacent nozzles being oppositely directed.

2, In an apparatus of the class described the combination of a cabinet provided with walls; means in said cabinet for suitably conditioning the air of an occupied space and placing the same in circulation; and means to discharge the conditioned air from said cabinet in streams, the discharge means comprising a plurality of closely adjacent air discharge nozzles xedly mounted in a wall of said cabinet, each vnozzle having therein a cluster oi' iiexible air deiiecting vanes, the vanes of two adjacent nozzles reversely flexed to impart to the issuing. air streams cooperating opposite rotation.

l3. In an apparatus of the class described the combination of a cabinet provided with Walls; means in said cabinet for suitably conditioning the air of an occupied space and placing the same in circulation; andmeans to discharge the conditioned air from said cabinet in streams, the discharge4 meanscomprising a plurality of closelyl adjacent @substantially cylindrical air dis-I charge nozzlesixedly mounted ,in a wall of said cabinet,1eah nozzle having therein a readily removable cluster of resilient air deiiecting vanes, extending substantially radially from the axis of rif idl cluster, the lradial extent of each vane in. a

l cluster being greater than the radius of its associated nozzle whereby the outermost portion o! each vane will arcuately flex and fricti'onally engage the inner surface of the nozzle when the cluster is inserted therein, the vanes of two adjasame in circulation; and means to discharge the' conditioned air from said cabinet in streams; the discharge means comprising a plurality of closely adjacent substantially cylindrical air discharge nozzles xedly mounted in a. wall of said cabinet, each nozzle having therein a readily removable cluster of resilient air defiecting vanes,

said cluster comprising a hub and a plurality of said vanes supported thereby, said hub adjustable transversely of the axis of the nozzle whereby to vary the lineal direction of the air discharge from the nozzle, the vanes of a cluster extending substantially radially from the axis of said hub, the radial extent of each vane ina cluster being greater'than the radius of its associated nozzle whereby the outermost portion of each vane will aicuately ilex and irictionally engage the inner surface of the nozzle when the cluster is inserted therein thereby causing the air discharged from the nozzle to have a rotating motion, the vanes of two adjacent nozzles reversely exed to impart to the issuing air streams cooperating opposite 15 rotation.

RALPH P. CLARKSON. 

